Buffer device for cars



s. G. H. ORELL.

BUFFER DEVICE FOR CARS. APPLICATION FILED OCT.16. 1919.

Patented Mdy16,1922.

3 SHEETS-SHEET l.

S. G. H. ORELL.

BUFFER DEVICE FOR CARS.

M'PLICAUON FILED 001216, 1919.

3 SHEETS-SHEET 2.

M W. @La/ 8) 77M NEE PATNT FFHE.

SVAN'IE GUS'IAF HERMAN ORELL, OF STOGKI-IO'LlvI, SWEDEN.

BUFFER DEVICE FOR CARS.

Application filed October 16, 1919.

To (ZZZ whomit' may concern: 7

Be it known that T, SvAN'rE GUsTAr HER- MAN OnnLL, a sub ect of the Klng of Sweden, residing at Stockholm, Sweden, have invented new and useful Improvements in Buffer Devices for Cars, of which the following is a specification.

The present invention relates to a buffer device intended for railroad and tram cars and other means of conveyance with a fork, or the like, journalled on the car, etc, in a previously known manner, so as to be capable of being swung horizontally. and carrying the actual buffer impact surfaces. The characteristic feature of the invention is that the contacting surfaces of the coopcrating impact members are so formed that one projects into the other, so that they will lie in the closest possible contact with each other when in intergripping relation, and, even without the aid of the actual coupling device and other connections, are prevented from being displaced sideways in relation to one another. This obviates the drawbacks attendant on previously known devices of a similar kind, namely that in the latter the cooperating buffers of two cars in corresponding circumstances, can move relatively to one another in. a horizontal direction, owing either to springs which permit of such movement, or on account of the shape of the buffer impact surfaces. The above mentioned forkshaped buffer may with advantage forma double-armed lever, the inner arm of which is connected with the connecting-rod or .thelike of the car, with the object that the buffer device, though rotatable on the car, etc., may tend to centre itself on the latter under the action of the buffer spring. Finally it may be pointed out that the invention can easily be applied, for example, to already existing railroad cars with ordinary buffer and coupling devices without requiring much alteration.

On the accompanying drawings the invention in question is illustrated by way of example. Fig. 1 shows in plan two forkshaped buffer devices intended to be coupled together and having a form of concave and convex buffer impact surfaces in accordance with the invention. Figs. 2 and 3 show in vertical longitudinal section and in plan, respectively, an adaptation of the invention to an ordinary railroad car, and with the concave and convex bufier impact surfaces of another form. Figs. 4:, 5, and 6 Specification of Letters Patent.

Patented May 16, 1922.

Serial No. 331,216.

show in detail two further modified forms of concave and convex buffer impact surfaces, 5 and 6 representing two sections at right angles to one another of the said surface. Fig. 7 shows a somewhat modified detail.

Each of the two buffer devices shown in F ig. 1 forms a fork 1, the branches or arms of which are provided, one with a conically projecting buffer impact surface 2, and the other with a conically recessed surface 3. The impact members are so placed on the cars that each end of the car presents an impact member with a projecting surface and an impact member with a recessed surface, the projecting and recessed surfaces at opposite endsof the car being alternately disposed, so that when two cars are brought together at either end thereof each car will have a projecting surface opposite a recessed surface and a recessed surface opposite a projecting surface on the adjacent car. The fork 1 is mounted on a rod 1, which passes freely through a member 5, which by means of a lower and an upper vertical pivot 6 is in tended to be journalled in the frame or bottom of the car, so that the buffer device shall be rotatable in a horizontal direction on the car; the buffer device thus forms a double-armed lever, one arm of which has an eye 7 for coupling to one or more connecting rods or lines. Between the fork 1 and the member5 there is placed around the rod l a coil spring 8. A coupling hook 9 and an. eye 10 are placed each on its buffer device and connected with the rod 1. It might appear from Fig. 1 as though the one buffer device had only a hook and the other only an eye, but, as stated, each of the buffer devices has both. The conical buffer impactsurfaces by their conical form prevent the buffer devices from sliding or moving relatively to one another either in a vertical direction or in a horizontal direction. It is evident that on pulling the part of the rod 4: provided with the eye 7 against the action of the buffer spring 8 the buffer device will tend to assume a central position. If, on the collision of'two cars, the buffer impact surfaces should not come straight opposite one another. and the point of the projecting the buffer devices are guided to the precise contact position, so that the coupling of the cars is facilitated.

In Figs. 2 and 3 there is placed around the rod t a coil spring 8, which with its one end rests against a plate or washer 11, which is slidable on the rod 4 and on a couple of rods 12 journalled for rotation on the pivots 6, which rods at their ends are provided with a nut 13 for the washer 11. With its other end the coil spring 8 rests against a shoulder 14: on the'rod 4- and also against the member 5. The fork l is by means of a sleeve 15 displaceably journalled on the rod 4C, with which are connected a drop-hook 9 and eye 10, which in Figs2 and 3 are linked together with the rod a by means of a link 19 movable in vertical plane. By this construction, on buffer action taking place, thereby entailing the return of the buffer device, the coupling is not carried with the latter, the coupling is facilitated even when the car frames are at different heights, but without any risk of play arising, when the coupling is completed, in the inter-connected system of pulling and buffer arrangements. The coupling can thus be given such a length and mobility as may be required for the steady run of the cars, independently of any differences in height between the car frames. The sleeve 15 normally rests against a shoulder 16 on the rod 4 and against the plate or washer 11. The rod 4 is coupled with the ordinary connecting rod 17 under the car.

It is manifest that on buffer action the rod 1 will move alone from the normal position indicated in Figs. 2 and 3 towards the car against the action of the spring 8, whereas on pulling action the rod 4 alone, or carry ing along with it the fork 1, can move from the said normal position away from the car against the action of the spring 8. The old buficrs 18 remain on the cars, and a part of the old buffer on the cars is added to the above mentioned coupling. The buffer impact surfaces in this case are the one 2- projecting angularly in horizontal section, and the other 3' recessed in a. corresponding manner. The buffer impact surfaces formed in this way allow of a sliding in a vertical direction between the coupled buffer devices.

According to Figure 1, the one buffer impact surface projects spherically and the other is spherically recessed. The buffer impact surfaces formed in this way allow the buffer devices, on buffer action taking place, to move towards one another in a vertical direction, if they are rotatable on'the car in a vertical direction. 7

According to Figs. 5 and 6, the recessed and projecting buffer impact surfaces are each in vertical section (Fig. 5) formed as the of a circle, and in horizontal section (Fig. 6) straight. Also this form allows the bufiier devices, on buffer action taking place, to move towards one another in a vertical direction. 7

In the modified detail shown in Fig. 7, the fork 1 is by a pivot 21 rotatably connected with a rod 23 displaceable longitudinally under the car in firm guides 22. On this latter rod are loosely mounted rings 24-, 25, which are pressed by the intervening coil spring 8 each against its shoulder 26, or 27 on the rod 23. Also here the buffer device forms a double-armed lever, whose inner arm is formed by a separate arm 28 firmly connected with the fork 1, to whichlatte r.

arm the connecting rods or lines are coupled.

The individual parts in the device in question may be varied in material, number, form, size and composition and be reversed, provided only the characteristic features of the invention are retained.

What I claim is g 1. A. buffer device for cars, comprising afork member journalled on the car and capable of being swung in a horizontal direction and carrying a pair of impact members, one of said impact members having a surface adapted to project into a cooperating member, the surfaces of the cooperating members being congruous, whereby when the members are in intergripping relation the surfaces of the impact members will be in close contact at all points and be self-maintained against lateral displacement and against swinging movement relatively to each other, both intergripping forks thus forming at said surfaces a rigid system in the horizontal direction, and means for holding the impact surfaces in engagement, with each other. H

2. A buffer device as set forth in claim-1, the fork member extending rearward beyond its journal on the car, said extension eing connected to a connecting rod of the car, whereby the buffer device, while rotatable on the car, tends to center itself thereon under the action of the buffer spring.

3. A buffer device as set forth in claim 1,

the surfaces of the impact members forming arcs of circles in vertical section in the length direction of the intergripping fork members, said arcs of circles having their centers on a common horizontal straight line at right angles to the length direction of the intergripping fork members and means for laterally guiding and centering the coacting buffer surfaces in each other.

In testimony whereof I have signed my name to this specification.

SVANTE. GUSTAF HERMAN ORELL. 

